WO2022087705A1 - Blindage anti-trous pour pneumatiques - Google Patents

Blindage anti-trous pour pneumatiques Download PDF

Info

Publication number
WO2022087705A1
WO2022087705A1 PCT/BR2021/050477 BR2021050477W WO2022087705A1 WO 2022087705 A1 WO2022087705 A1 WO 2022087705A1 BR 2021050477 W BR2021050477 W BR 2021050477W WO 2022087705 A1 WO2022087705 A1 WO 2022087705A1
Authority
WO
WIPO (PCT)
Prior art keywords
shield
tire
armor
tires
shore
Prior art date
Application number
PCT/BR2021/050477
Other languages
English (en)
Portuguese (pt)
Inventor
Alexandre SANTOS TUROZI
Original Assignee
Santos Turozi Alexandre
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Santos Turozi Alexandre filed Critical Santos Turozi Alexandre
Priority to MX2023005118A priority Critical patent/MX2023005118A/es
Priority to EP21884189.8A priority patent/EP4253097A1/fr
Publication of WO2022087705A1 publication Critical patent/WO2022087705A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/12—Puncture preventing arrangements
    • B60C19/122—Puncture preventing arrangements disposed inside of the inner liner
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/12—Puncture preventing arrangements

Definitions

  • the present invention belongs to the tire sector, and refers, more specifically, to a system of armor levels for tire protection that prevents sharp objects from puncturing the inner tube or, in tubeless tires, prevents sharp objects from puncturing the inner tube. deflate the tire and can be applied to virtually any type of new, used tire or in the tire manufacturing process for: wheelbarrows, bicycles, motorcycles, forklifts, agricultural vehicles, cars and related transport vehicles.
  • Tires are vulnerable components in any transport or cargo vehicle.
  • the rubber which guarantees comfort on routes and grip on the ground, has little resistance against punctures.
  • Pneu is an abbreviated form of “pneumatic”, a word of Greek origin derived from pneumatikós which means “animated by the breath”.
  • the pneumatic has been around since the second half of the 19th century and the invention revolutionized the means of transport. At that time, before automobiles dominated the streets, bicycles formed the largest fleet of vehicles in urban traffic in some European cities, and thanks to the comfort of the tires, the popularity of bicycles increased even more.
  • the tire only had (and still has) one problem: the tread is easily punctured and a small nail is enough to damage the tire's operation.
  • the tire With chemical agents in a tubeless tire, the tire itself has the function of storing and keeping the air mattress inside it inflated. For this, it is necessary that the rim is perfectly sealed so that the air does not escape through the valve, through the nipples or through the side of the tire bead. A sealant liquid stays inside the tire and, in case of a puncture, the pressure that escapes pushes the liquid that makes the repair.
  • the most common conversion kits have a tape that is installed on the rim to cover the nipples, the special valve that is fixed to the existing hole and the liquid. Each tire uses 50 to 120ml of sealant.
  • Tubeless system is the UST (Universal System for Tubeless), with wheels that come out ready to use tubeless or tubeless tires.
  • Tires for UST wheels have a Butyl inner finish, which helps seal. Tubeless tires are very efficient and support holes up to 3mm in diameter. In addition to repairing punctures immediately, tubeless tires provide a smoother ride and lighten weight by eliminating tubes and rim tapes.
  • the German brand Schwalbe presented the Pro Core technology in 2014.
  • the term which stands for “Progressive Core”, has two air compartments with the aim of giving more traction while minimizing the chance of punctures.
  • the interior accommodates a Pro Core high pressure air chamber that can be inflated from 55 to 87 psi.
  • the outer tube is the inside of the tire itself that can be inflated from 12 to 20 psi.
  • the cyclist in this case can pedal with the pressure that is in the inner chamber.
  • the rider has more calibration options, according to riding style and terrain.
  • ERW The company Britek Tire and Rubber, developed a tire called ERW, the product, in practice, cannot be classified as pneumatic, as it does not use air. Originally developed for the car, truck, truck, tractor market, ERW has been applied to NATO military vehicles. The product uses a rubber tread, as if it were a normal tire. The tire is open on the sides and the big difference is that the tread is mounted on rubber rods that fill the space where the air layer is in common tires. When the tire passes over an obstacle, the vehicle is propelled forward by the energy generated by the return of the elastic, justifying the product's name: Energy Return Wheel.
  • a tire structure that can be combined with a rim includes an air tube, a core provided in the air tube and an outer tire layer provided in the core, the core includes a body part positioned above a transverse diameter of the air tube and a wing part positioned under the cross diameter of the air tube and a lower end of the wing part is placed under an upper surface of the rim.
  • the core may include a material selected from the group consisting of, for example, natural rubber, synthetic rubber, thermosetting resin, thermoplastic resin and combinations thereof, but cannot be limited thereto.
  • the company Tannus has a flexible shield (described in the patent document US 20190344626) with Shore 20C to 80C, that is, it is a class of “soft” or very flexible polymers, and allows the nail to pierce not only the tire as well as puncture the armor - a long nail would still reach the inner tube. Also part of that patent is a lateral system that makes the tire when hitting a hard corner, such as a curb or stone, the tire can puncture the inner tube by pressing the inner tube into the metal rim.
  • Patent document BR 1 12012027181 -4 “Pneumatic object provided with a gas-tight layer based on a thermoplastic elastomer and a thermoplastic” published on 07/19/2016, presents a watertight elastomer layer that comprises thermofusible polymeric microdomains based on at least one thermoplastic material, which can be carried out before or after vulcanization (or cooking).
  • they disclose the use of chlorinated vinyl polymers selected from polyvinyl chlorides (PVCs), polyvinylidene chlorides (PVDCs), superchlorinated polyvinyl chlorides (PVCCs) and mixtures thereof.
  • the layer is simply applied in the conventional way in the desired place and then vulcanization takes place.
  • the airtight layer is deposited on the plane directly on a confection drum, in the form of a “skim” layer of adapted thickness, before covering the latter with the rest of the structure of the pneumatic tread.
  • the sealed layer is applied to the inside of the tread by any suitable means, for example, gluing, spraying or even extrusion and direct application of a profile of the appropriate thickness.
  • Vehicle tire anti-puncture system comprises liner of synthetic resin or recycled tire material” published on 06/23/2006, which reveals a tire puncture prevention device consisting of a protective layer that can be made of synthetic resin, polycarbonate, PVC, trifluoroethylene polymer or recycled material, and cover the entire inside of the tyre, the inner face of the tread and rim sides. It promises to form a resistant layer, so that when an object punctures the tire, it is prevented from being used.
  • polyurethane tapes that help protect small objects, being very flexible and installed between the inner tube and the tire.
  • Document US6877537 is a polyurethane (PU) tape with an aluminum insert which makes the protection of the bicycle tire inner tube.
  • the tire lining comprises a flexible puncture-resistant aluminum strip to protect the inner tube from puncture damage and a polyurethane protective tape that is applied to the first and second major surfaces of the aluminum flexible strip to provide additional protection against punctures and increase the strength and durability of the aluminum strip.
  • the wheels mainly used for cars, gas forklifts, mini tractors, large construction machines and wheelbarrows, but they do not have air, and are not characterized as pneumatic tires, but solids or flexible solids without air.
  • the use of protective tapes, chemical liquids and injected layers is anticipated, which promote a given technical result, which allow the piercing object to puncture the tire and not be deformed.
  • this patent demonstrates that through a shielding of thermoplastic and thermoset polymers it is possible to create levels of puncture protection in tires of practically any type of vehicle capable of bending the piercing object or protecting the tire from piercing objects.
  • this new part, that is, the armor creates levels of protection through the hardness of the material, type of material, thickness, geometry and temperature to which the tire is subjected.
  • the revealed invention differs by presenting a differentiated technical effect of deforming the perforating object, for example nails.
  • the piercing object when in contact with the tread is bent and deformed, not allowing the piercing object to come into contact with the inner tube or with the air in the case of tubeless tires.
  • the piercing object penetrates the rubber of the tire, but when it hits the armor instead of puncturing or damaging it, it is bent due to a ratio of hardness between the armor, the tread added to the movement of the wheel and the tire.
  • This difference between spacers and armor reveals a new system of armor levels, which has four macro stages: the first is an armor that only acts as a spacer when it has Shore hardness 80A and 40D with a thickness of less than 2mm; and when it has hardness below Shore 80A, in any thickness it has the function and is called a spacer.
  • a spacer increases the tire's protection by the thickness of the armor, which can be pierced by a nail;
  • the second stage is a shield that from Shore 40D to 100D in thickness from 0.3mm to 500mm or, with 2mm to 500mm with shore 80A to 40D, it is already possible to observe the two new effects of the armor being able to deform nails passing over them without letting them deflate the tire of air, as well as guaranteeing the use of a tire with a certain weight and for a certain autonomy to run without air and without letting the tire go low, stay flat (the tire with this system can run without air for the entire tire life on some vehicles);
  • the third stage are accessories that can be fixed to the rim or the armor itself that allow the tire to run for a longer autonomy without air (or for the entire life of the tire in some cases); and the fourth stage are two accessories that allow the tire to run with or without air for the entire life of the tire.
  • the armor (2), (2U) is a part that copies the inner surface of a tire, and gives this inner surface a layer thickness harder than the tire's rubber, between shore 40D and 100D with thicknesses of 0.3mm and 500mm; or 2mm and 500mm using Shore between 80A and 40D.
  • This part can be in thermoplastic polymer or thermoset.
  • the armor can function as an independent part of the tire, and can be inserted and removed, or it can be an integral part of the tire.
  • thermoplastic or thermoset polymers can be used.
  • the armor can be installed on tubeless tires (15) or tubeless, tubeless tires, by vulcanizing the armor to the tire, or by installing a protection tunnel (2VU).
  • the armor when using a thermosetting polymer, the armor can be vulcanized to the tire, becoming a puncture-resistant armored tire.
  • the shielding developed in this patent has as main focus to act in the field of protecting pneumatic tires against punctures of small metallic objects such as nails, screws, miguelitos, wires and other objects that puncture the tire of vehicles.
  • an armored tire has a functionality similar to a run-flat tire.
  • a shield can protect the tire against punctures, it can even bend nails, increase the tire's load capacity, reduce the tire's air pressure, reduce the use of rubber in tires, guarantee a more uniform wear of the tire, in addition to allowing the tire to still run without air or flat.
  • the run-flat tire uses the side of the tire, making it more rigid, whereas the armor uses the tread of the tire, making it more rigid, however, with the possibility of having several damping systems to avoid vibrations.
  • Another particular feature of this invention is that because it is a harder polymer, it is possible to expose it to heat.
  • the same construction can be used to install the armor in a tire factory, producing a new tire straight from the factory with armor, but also allowing specialized tire repair shops to assemble and armor new and used tires outside the factories, in their own facilities.
  • An important feature of the armor that can also be injected into thermoplastic polymers is sustainability, which after discarding the tire, the armor can be separated from the tire and recycled. With the more uniform wear of the tire guaranteed by the armor, the tire can have its useful life extended, in addition to allowing the reduction of the use of tire rubber, since the armoring increases the load capacity of the tire.
  • thermosetting polymers brings a new feature to the tire, allowing a tire to be built in a single piece with these new features.
  • the armoring provides mechanical support to the tire, the consumption of tire linings and rubber can be reduced. This is a mechanical and sustainable benefit.
  • its load capacity is increased. Which defines the amount of load that an armor can sustain more than the capacity of the same tire without armor. The thicker or ribbed, the more load the tire will be able to withstand.
  • the shore hardness of Armor material also influences, as does the temperature to which the tire is exposed. So polymers with Shore 40D support less weight than polymers with Shore 70D. As an example, a wheelbarrow tire with 100 kg of load has 80 kg of load in the tire and 20 kg of load that the user carries.
  • a 4mm thick polypropylene armor is capable of sustaining 80kg even with the tire completely flat or without air. So, with the thickness of 2mm it can support only 45kg.
  • the Shore hardness of the polypropylene used in the test is 70D, with the use of a harder Shore, 80, 90 or 100D, it is possible to sustain more weight and have less interference with softening through heat.
  • the same test was carried out with a motorcycle, with a 4mm thick PETG shield, with a person on the motorcycle, in this case the motorcycle weighing 100kg and the driver weighing 80kg, so the armored tire held 90kg and was also able to deform nails, driving over small nails and large screws without deflating, even at 80°C measured in tire temperature.
  • the armor can act as a protection system for an inner tube, but the same construction (the same part) can be used in a tubeless tire (without a tube). air), as well as the presented geometries protect tires with and without tubes, with small accessories developed for use in tubeless tyres.
  • the tunnel is formed by shielding in thermoplastic or thermoset polymer, isolated by a layer of rubber with vulcanite, glue or alloy rubber on the edges; or even with a rubberized fabric mat with vulcanizable edges to allow the tire's tread to be punctured, reaching the armor without deflating the tire - since the tunnel does not have pressurized air from inside the tire.
  • the tunnel can also be used in some applications in tube tires, providing more security and better isolating the hard armor of the tube.
  • level 1 only protects by means of spacers (not being able to crush nails)
  • level 2 protects against punctures, being able to crush nails and support the tire weight even without air - this level 2 has six sub-levels of protection
  • Levels 3 and 4 refer to the possibility of the tire having the option of using pressurized air or not, being able to run with or without air.
  • the same technology has the load bearing level when the tire is out of air - the level of the tire without air is determined by the material, hardness, ribs, thickness of the armor and its support accessories. fixed to the armor or tire rim.
  • level 1 demonstrates the same design that is capable of crushing a nail when it has Shore D above 40D; has spacer function when using Shore D below 40D.
  • Spacer is when the shield leaves Shore 40D by the action of heat that causes the softening of the polymer of Shore D greater than 40D or by the composition of the polymer that has Shore A below 80A.
  • the armor being with the function of a spacer, is incapable of bending the piercing object, but it is able to serve as a spacer, through its thickness, between the piercing object and the inner tube, or the air in the case of tubeless tyres.
  • polyurethane is similar to tire rubber, however, if it is necessary to have a second protection against water penetration into the tire, PU, TPE, TPU, rubber among other more flexible polymers can be used as shielding or as surface that is between the armor (produced in another polymer) and the tire to prevent that after the tire is hit by a piercing object that the tire may be more susceptible to the penetration of water inside. Since polymers such as PETG, PP, Nylon among others that can be used in shielding do not have this property of self-regeneration.
  • the basic concept that defines the armor is to place a layer of thermoplastic or thermoset polymer with Shore D greater than 40D on the inside of the tire tread.
  • Shore D Shore D
  • the thickness of the armor, the hardness of the material and the type of material may vary to ensure the correct functioning of the armor. So, as shown below, a shield can work on a wheelbarrow, wheelchair tire with a 4mm thickness of polypropylene, as these vehicles work at 1 km/h to 5km/h at a maximum temperature of 70 s C on the tire.
  • the armor should be 4mm to 16mm and can be in PP, Nylon, PETG, PC, PU, with or without fiberglass, graphene, among other additives, or even using similar thermoplastic or thermoset materials to resist temperatures of 70 sec C to 130 sec C.
  • thermoset or thermoplastic polymer can be used in the shielding. As long as it is from 0.3mm thick and Shore D greater than 40D, it can already have puncture protection properties for some piercing objects.
  • thermoset or thermoplastic polymer can be used in the shielding. As long as it is from 0.3mm thick and Shore D is greater than 40D, it can already have puncture protection properties, and from 1 mm it can already sustain little weight in some tires. [058] Once the current arguments have been developed, it is understood that this patent proposes a four-level shielding system.
  • the first level being the use of geometries developed for shielding using a Shore below the recommended for crushing nails, in the case with Shore 20A to 40D, these shields act more as spacers, and it is known that there is an intermediate range between level 1 and 2, in some types of polymers over 2mm thick, between Shore 80A and 40D may also perform well in protecting small piercing objects, but this range begins to show better results at higher temperature with thicknesses from 6mm.
  • the second level is a shielding that uses thermoplastic or thermoset polymers that have the characteristic of having Shore 40D to 100D. These shields can already deform nails and guarantee a good operation of the tire even if deflated or without air, as shown in the table below, armor level 2 has another six sub-levels.
  • Level Six level scale demonstration from Shore 40D to 100D. It is possible to create more levels by increasing the thickness of the shielding, which will soon provide more mechanical strength. Up to 500mm for example for use on large machines.
  • Weight is the weight under the tire with pressurized air. To use the tire without air, it is necessary to use the maximum load reference indicated in the load column, and if accessories (222) and (222AM) are included, which will be better discussed later, the multiple is used to reference the load capacity.
  • Esp armor thickness. From 4mm, thicknesses can contain mass reliefs and ribs, since the objective is to prevent punctures and to guarantee mechanical strength so that the tire has autonomy even without air, it is not necessary that the armor is massive, it can contain ribs and mass reliefs.
  • Load load that the armor can carry with the tire without air and without considering (222) and (222AM). Variations occur as there are larger and smaller diameter tires.
  • Diam diameter of the piercing object
  • Tire temperature you must use a polymer suitable for the temperature of use of the tire. In order to obtain these results, it is necessary to select a suitable material for the armoring according to the thermal need of the tire operation. For example, for a tire that works up to 70 s C, materials between PP and Nylon must be selected, which resist this temperature. For a tire that can work up to 130 s C must be selected between a nylon and a nylon with fiber or polymers that resist this temperature.
  • thermoset or thermoplastic polymer The table above demonstrates thermal resistance values of some common polymers, these values may change according to the grade or the technical specification of the polymer.
  • the values are illustrative considered for mere demonstration of the operation of the selection of a thermoset or thermoplastic polymer according to its ability to work under high temperatures. It is evident that in a universe of polymers nowadays it is possible to obtain polymers with properties from -200 s C to +300 s C, according to the armoring application, thermoset and thermoplastic polymers will be selected according to the tire application . If the tire can reach 100 s C, a polymer must be selected that can work without losing its chemical, physical and thermal properties by working continuously at this temperature.
  • the third level of shielding as described considers the use of (222) which is a piece similar to a nylon or rubber belt already used for shielding automotive rims. The difference is in this case (222) acts as a stop for the armor, controlling the damping of the tire. That is, (222) causes the shield not to undergo its plastic deformation, always acting with the elastic deformation. As soon as the armor sustains the weight of the vehicle and when it suffers an impact it hits (222) which limits its movement so that there is no plastic deformation of the armor.
  • the fourth and last level of shielding is the element (222AM) that acts similarly to what happens with airless tires, such as the Michelin tweel, but establishing a connection from (222) to the shielding by through a flexible structure capable of absorbing impacts and at the same time supporting the weight of the vehicle.
  • This system creates the function of working without air, with a common tire and a common rim, the new function takes place inside the common tire of a vehicle, without the need to change the tire. of a car, but by inserting these new accessories into the tyre.
  • This fourth level is so important that (222) and (222AM) can be turned into one piece.
  • This part can be fitted to the rim or the armor in order to allow the tire to work perfectly without using air, that is, like an airless tire, for the entire life of the tire. It can also vulcanize (222AM) by integrating it into the tire, as well as using polyurethane in this solution, generating good mechanical resistance and shock absorption.
  • 222AM vulcanize
  • this system allows the tire to use air or run without air. When using air, there is a fuel economy of the vehicle, but when air is not used in the tire, the vehicle works perfectly, it will only make the vehicle consume a little more fuel, and lose some of the comfort provided by the air.
  • This system of shielding levels allows a wide range of shielding industrialization.
  • the industrialization process depends a lot on the vehicle. Wheelchair, wheelbarrow, bicycle tire can use the extrusion process of thin profiles, from 0.3mm to 1mm, which can be rolled in one, two, three or more turns on the inside of the tire. tire, or in one, two, three or more pieces with the diameter of the tire to which it is being applied.
  • the extrusion process can be used to manufacture thick profiles from 2mm to 20mm in thickness, and also rolled into a coil so that it can be used in large machines. Since the profile can have a circumference length of 30cm to 20 meters, it covers practically every type of large machine tire.
  • thermoplastic injection process is currently considered the most cost-effective process for the highest volume vehicles used in the market, such as bicycles, wheelbarrows, motorcycles, cars.
  • This compound or composite formatted by military-style armor may or may not receive over injection of elastomer, rubberized paint or external liquid rubber so that they cannot damage the tire, the inner tube (15) or (2VU). It can be installed between the tire rubber (11) and the inner tube (15) or in the tunnel protected by (2VU) and can be used in tires with inner tube or without inner tube. They can also use the elements (222) and (222AM) together or separately, allowing the tire, even when deflated, not to remain in its deflated or flat format.
  • the shielding may be able to protect against miguelite holes.
  • a 4mm thick polypropylene armor (shore 70D) with a tire load of 100kg was able to bend 3mm, 4mm and 5mm diameter nails with lengths from 15mm to 50mm.
  • the same armor was not able to crush 3mm, 4mm and 5mm diameter nails with lengths of 10mm or less. This is explained by the fact that larger objects create a greater angle of inclination after penetrating the rubber of the tire in motion. As larger objects tilt more and can be deformed, objects smaller than 10mm are not deformed, but also cannot penetrate the armor and puncture the tire.
  • a 6mm thick Shore 40D Polyurethane shield had the same behavior as a 4mm thick shore 70D Polypropylene shield. Which demonstrates that by increasing the Shore it is possible to reduce the thickness of the armor in some cases. However, thinner PET and PETG shields tend to have better elasticity, and can deform without being punctured. So the elasticity of the armor also influences its protection power.
  • the protection of the 0.3 and 0.5mm thick profile is inferior to the protection of the 4mm thick injected armor, but after 2 turns of the tire it is already possible to prevent some types of piercing objects causing less vibration than the 4mm shield. The more turns the tire is given, the thicker the armor gets, so the more objects of different sizes it will protect.
  • Tests with 100kg load on the tire showed that armor with thicknesses from 3mm at 25 S C of temperature in the tire, with Shore 50D, in recycled flexible PVC, from textile industry leftovers, it was possible to bend larger nails than 10mm in length and 3mm in diameter. From the temperature of 50 s C, the material, being flexible, changes its hardness and loses the function of bending nails, functioning only as a spacer.
  • thermoplastic or thermosetting polymer can be used in the shielding. If the tire application requires 100 s C, PETG, PC, Nylon, Nylon with fiber, PU can be used, among many other polymers that meet the specification of having good elasticity, not being brittle, and withstanding the necessary temperature for good performance. tire operation. Tires that work up to 50 s C can use, for example, recycled PVC. It is still worth noting that there are several additives on the market that can be added to polymers so that, with their addition, you can:
  • TPEs for example that can withstand up to 150 s C depending on their formulation
  • Injected PP armor Nylon for example, can use thicknesses from 2mm to 4mm and are already capable of protecting a wide range of piercing objects. Shields with 5mm to 200mm thickness can be used for vehicles that need more speed or even for large construction machines, tractors and other agricultural vehicles.
  • Shields with 2mm to 400mm of Expanded PVC, EVA with shore 20A to 40D bring comfort, but tend to act as spacers, without having the function of bending nails. In the range from 80A to 40D, as it is a transition range, at thicknesses greater than 2mm some polymers can also bend nails, but better results are observed from 6mm thickness at this intermediate hardness.
  • Shields with thicknesses from 2mm to 500mm that use recycled materials such as shredded and glued SBR scraps that form a shield-shaped disc have Shore between 80A and 40D, they can also crush nails, but below 80A they only work as spacers .
  • the thickness is that as the armor is a protection element, two or more armors can be used to protect the tire. Between the shields, there may or may not be a blanket or a more flexible over-injected element, to prevent the shields from generating noise. It is interesting since the same piece can generate different levels of protection. For example, one PP shield of 2mm can protect against nails of 2mm in diameter by 10mm in length, and two shields can protect against nails up to 4mm in diameter by 50mm in length. Thus, the same part can meet different needs of different users of the same product. Similarly, 2mm can support up to 45kg, while 4mm can support 80 to 100kg on an airless tire.
  • thermoplastic or thermoset polymer For shielding to work, it is sufficient that the Shore D hardness of the thermoplastic or thermoset polymer is greater than Shore 40D. From Shore 45D and 50D the armor performs even better. Between Shore 80A and 40D, some thermoplastic and thermoset polymers can have the same effect as bending a nail when they are thicker than 2mm, but have better results above 6mm.
  • thermoplastic and thermoset polymers with this characteristic that can be applied in this solution. As well as some polymers that can be developed to have better performance in this application.
  • used tires can be ground, cold-glued into molds with heat, or vulcanized and used as spacers or, through fillers and additives, can change their hardness to also have the ability to warp. nails and support the weight of the tire.
  • additives can be added so that polymers reach Shore 80A to 100D, with operating temperatures from 100 s C to 200 s C.
  • The. Additives for Recycled Flexible PVC reach 80 s C operating temperature; B. Additives for Nylon and Nylon with recycled fiber reach between 100 s C to 150 s C operating temperature; ç. Additives for PP and PP with recycled fiber can work at 80 s C; d. Additives for ground, glued and recycled SBR reach ShoreD above 40D and be able to work between 50 s C and 80 s C; or between 100 s C and 200 s C e. Additives for Ground and Recycled Tire Rubber reach ShoreD above 40D and be able to work between 100 and 200 s C; ; f. Additives for expanded PVC and EVA.
  • Each polymer has a technical characteristic of working temperature already defined according to its formulation.
  • the fundamental principle of this invention is to be able to keep the Shore of the Armor above 40D at the tire's operating temperature, so that a nail can be crushed.
  • a tire at 70 s C with a 4mm thick Shore 70D Polypropylene armor is known to be able to dent a nail, as can a 4mm thick flexible PVC armor Shore 50D at 45 S C is also capable of crushing the same nail, but at 70 s C the PVC armor no longer crushes the nail, functioning only as a spacer, thus being able to puncture the inner tube or hit the air in tubeless tyres.
  • a bicycle tire, a wheelbarrow tire for example can use Polypropylene or another polymer that resists to 70 s C for example; a motorcycle could use a material between a polypropylene with greater thermal capacity, a nylon or nylon with fiber or other polymer that would have its operating range extended between 70 s C to 1 10 s C.
  • a machined or formed PEEK shield for example could work up to 260 s C for 5000 hours, or up to 300 s C for a few minutes.
  • a PTFE, teflon shield on the other hand, can work from -200 to 260 s C.
  • Harder polymers such as PE, LDPE, HDPE, PP, PA, Nylon, Nylon with fiber, PET, PETG, PGM, PU, Teflon, among others, allow the shielding to act more robustly to temperature variations, since that hardness does not changes so much when subjected to temperatures of 50 s C to 100° C in the tire.
  • PE, LDPE, PP create a greater softening than Nylon, Nylon with fiber, Teflon but in tests measuring the tire temperature at 70°C all materials were approved in the tyre's armor. Materials like Nylon with Fiber can work at 100°C to 130 s C and Teflon can work up to 250°C.
  • thermoplastic and thermoset polymers with a hardness greater than Shore 40D at the tire's operating temperature have the effect of being able to bend a nail and sustain the weight of the tire even without air.
  • the polymer resists the working temperature of the tire with shore D greater than 40D, then it will be able to present these new effects of bending a nail and sustaining the tire even without air.
  • the harder it is the more weight the armor can hold and the more puncture protection the armor will have.
  • SH spacers
  • SH spacers
  • SH can have Shore between 40D and 40A, however when applied between the tire rubber (1 1 ) and the armor (2) the shore of (SH) must be smaller than the tire shore (1 1 ), so that material to work and absorb impact and vibration.
  • SH Surfaces
  • Vulcanizing (2ES) to the tire can also reduce noise and vibration.
  • TPMS Transire Pressure Monitoring System
  • the armor can be in a single piece without seams, following the internal geometry of the tires, with thicknesses from 0.3mm to 500mm, in thicknesses above 4mm to 500mm they can have ribs to make the mass relief. It can be divided into a region to facilitate the fit in the tire; the same splitting process can generate a self-adjusting system to correctly fit identical models from different manufacturers; the same The splitting process can also generate a damping system and a puncture protection system for the inner tube and air tube in tubeless tires.
  • the piece can be divided into 2 sections or more, to the point of being scalloped, to provide more cushioning.
  • Open or multi-section shield joints can have X systems at the joint of the halves, providing more damping.
  • the construction may have elements that allow a good balance of the product and may also include a stop (attached to the tire wheel), similar to run-flex tires and tire armor straps.
  • the shielding can still be inverted, generating damping on the sides.
  • the armor can be injected in thermoplastic, can have internal and external protection with polymers more flexible than the inner tube, and the tire.
  • [157] May have a softer surface between the armor and the tire with Shore A below 80A, or softer than the tire that uses it, as a way to reduce the vibration generated by the armor and generate more damping.
  • the shield can be extruded and made into a coil, it can be wound in one or more turns on the inside of the tire; it can still be fixed to the tire by means of several sections of the profile of this coil.
  • the armor may be vulcanized rubber and mounted together with the tire and inner tube.
  • Armor can have through cuts on the side or mass reliefs on the side to provide more damping.
  • the shield may have ribs for added strength. [163] May also have tube protection systems to prevent the tube from puncturing
  • the shield can be opened, with a larger diameter than the tire, giving it more pressure simulating pressurized air.
  • the armor can be one-piece, can be mounted and removed from the tire
  • the armor can be vulcanized to the tire directly, forming an integral part of the product.
  • the invention is characterized by being a piece of thermoplastic or thermoset polymer above Shore 40D, considering the operating temperature of the tire, applied to the inner layer of the tire.
  • thermoplastic or thermoset polymer above Shore 40D
  • the part can be vulcanized in SBR, natural rubber, silicone, Neoprene, EVA among others.
  • thermoplastic flexible PVC, Expanded PVC, LDPE, HDPE, PP, PU, Nylon, PA, POM, Nylon with Fiber, PET, PETG, PC, among others.
  • Polymers can utilize fillers from 0.1% to 40% fillers. They can be fiberglass, graphene or other minerals and additives.
  • the shielding can be installed and the tunnel vulcanized inside the tire factory or in specialized tire repair shops
  • aramid blankets can be glued to armor to create armor capable of resisting firearms.
  • Injection molds with jaw or collapsible systems can be used, similar to the injection process of a motorcycle helmet.
  • the shielding in the air chamber can be vulcanized.
  • the application can be made in numerous ways for tires with inner tubes: You can insert the armor into the tire outside the tire factory environment, where the armor is completely mountable and demountable; the complete part can be welded to the tire with glue or with a vulcanization process in the tire factory itself.
  • the part can be glued to the inside of the tread and the glue itself guarantees the seal; you can mount the armor on the tire outside the tire factory environment and vulcanize a rubber blanket with glue, alloy rubber, vulcanite on the sides between the tire and armor, leaving the armor in the middle, in order to create a tunnel insulating shielding the pressurized air by means of a glued rubber mat that seals the air.
  • this shielding it is possible to include this shielding so that it can be fused to the tire in the conformation between the inner and outer part of the tire; or even after the tire has been completely formed, the part can be mounted to the tire.
  • the full armor can be fitted by 1 or 2 bends in the armor, using specific tools and installation jigs, and even for open armors, even a person with little education is able to make easy installation and removal for recycling.
  • Armor damping can be generated to reduce vehicle vibration and tire hardness, providing more driver comfort:
  • the division promoted by the cut in Figure 49 can also have a simple cut in a straight, perpendicular, diagonal (wedge-shaped) or curved line.
  • This spring can be in a zig zag shape, or even two curved ends that cushion each other, or in a repeated X shape. With the union of the connected splices but with damping systems at the end, it is possible to generate even more impact absorption, mainly with the use of polyurethane.
  • the shield has several accessories that can be used in several different situations:
  • a PU, rubber or polymer film from Shore 20A to 80A can be used superimposed on the shielding, since these flexible polymers, even when pierced by objects of large diameters tend to recover their original shape after removing the piercing object, thus avoiding the possibility of water penetrating inside the tire.
  • the use of two or more armors on the tire can be used to generate a backup armor, to increase the tire's load capacity, to improve the tire's protection
  • the Armor can receive a glue that improves its adhesion and fixation to the tyre, preventing it from moving under braking.
  • the shield can have a rubber fixed on the inside, to protect the air chamber or (2VU), this rubber can cover the entire interior or part of the interior.
  • the shield may have flexible mating parts to ensure that straight corners and burrs do not damage (2VU) or the air chamber.
  • Shields using Shore 80A to 40D may be used with weight bearing features and tire shields capable of bending nails in temperatures from 100 s C to 200 s C.
  • thermosets or thermoplastics that use graphene can reduce its thickness from 100% to 300%, performing the same function.
  • Graphene shields may be thinner and lighter.
  • the armor is capable of bending a nail and other piercing objects - in the case of thick screws, or thin nails, the tire passes over and the armor deforms without letting air escape the tire ; b) Maintain regular tire wear, the armor is able to maintain the correct tire geometry, even when out of ideal calibration; c) The armoring allows the use of the pneumatic tire for part of its useful life or for all of its useful life completely without air or deflation.
  • Figure 1 represents the perspective view of the armored pneumatic tire, where the internal armor and the external surface of the tire, called tire rubber, can be observed;
  • Figure 2 represents the perspective view of the armored pneumatic tire, partially showing the inner armor, highlighted, and the outer tire rubber;
  • Figure 3 represents the perspective view of the shield provided with external ribs
  • Figure 4 represents the perspective exploded view, demonstrating the application of armoring on motorcycle tires and the perspective sectional view;
  • Figure 5 represents the perspective exploded view of the motorcycle tire in section
  • Figure 6 represents the hardness grading table of rubber and thermoplastic polymers
  • Figure 7 represents the operation of the armor when the tire is out of air, in section C-C;
  • Figure 8 represents the side view of the armored pneumatic tire showing the armor partially and the front view in AA section, when it is out of air;
  • Figure 9 represents the side view of the armored pneumatic tire in section BB showing the armor partially and the top view, when it is absorbing impact, without an inner tube or deflated;
  • Figure 10 represents the same section B-B of Figure 9 followed by section E-E where the WW fold can be seen;
  • Figure 11 represents the armored pneumatic tire in contact with a hole or rigid object
  • Figure 12 represents the armor's geometry when applied to flat rim tires, such as automobiles;
  • Figure 13 represents the side and front view in D-D section of a tire with stopper for car, motorcycle, bicycle and other tires;
  • Figure 14 represents the D-D section of Figure 13, highlighting the detail C where you can see the distance responsible for maintaining the shielding deformation in its elastic moment;
  • Figure 15 represents the same shielding situation with the vulcanized rubber mat tunnel welding process, but with a damping system
  • Figure 16 represents a situation where the armor is made of harder material, which generates more vibration in the tire and is used with a damping system;
  • Figure 17 represents the damping system applied to shields with harder material;
  • Figure 18 represents a way of compensating the tire balance keeping the armor in a single piece, with small internal reliefs
  • Figure 19 represents the perspective view of the damping system on one side in section and on the other without section illustrating the movement
  • Figure 20 represents the perspective view of the system in motion after damping
  • Figure 21 represents the damping movement that occurs when the shield encounters an object, hole, or similar, with the tire compressing and passing over the object and the armor following the shape of the tire, highlighting the stress concentration points at the moment of impact;
  • Figure 22 represents the functioning of the armor damping systems after hitting an object, or after the tire is flat or completely out of air, highlighting the stress concentration points in the folds;
  • Figure 23 represents the layer that can be split, generating impact and vibration absorption, overlapping the entire shield region;
  • (SH) acts as a noise reducer and air chamber protection and (2VU)
  • Figure 24 represents the solid layer (without divisions) overlapping the entire shield region, generating a damping and spacer system
  • Figure 25 represents the shield damping system in an inverted “U” shape, with emphasis on the damping caused by the shield's deformation and for a softer surface;
  • Figure 26 represents how the fastening part can be constructed, in exploded view, for the operation of the sealing tunnel
  • Figure 27 represents the tunnel formed by the fastening element with the tire
  • Figure 28 represents a round rim tire with a sealing tunnel
  • Figure 29 represents the fastening part designed in a similar way to an automotive repair that can be glued with vulcanizing glue or even by the definitive vulcanization process;
  • Figure 30 represents the contact area of the glue that is on the side of the tire and the entire region (BO) that can have layers of blankets, fibers, reinforcement plies or be made of common rubber for less impact applications;
  • Figure 31 represents the tunnel assembly process inside or outside the factory
  • Figure 32 represents the side view of the armor with flat edge tire and the sectional view D-D;
  • Figure 33 represents the perspective view of the armor for flat rim tires such as car tires
  • Figure 34 represents the layered system with at least seven identical pieces;
  • Figure 35 represents a shield with lugs, highlighting the distance created by the tire shield;
  • Figure 36 represents the exploded view in perspective of the tire equipped with parts that complement the side shield, with emphasis on the tire mounted in section;
  • Figure 37 represents the exploded view in perspective of the tire equipped with parts that complement the side shield and with mounting reinforcement, with emphasis on the tire mounted in section;
  • Figure 38 represents a shielding accessory for thermal insulation and mechanical reinforcement in an exploded view simulating the assembly process on a wheelbarrow tire
  • Figure 39 represents the male and female shield fitting, highlighting the mounting on the shield; when installed on the outside of the shield it acts as a thermal insulator, when installed on the inside of the shield it acts to prevent holes in the shield with the air chamber or (2VU)
  • Figure 40 represents the detail X showing how the male and female fitting are when the tire is mounted, allowing adjustment according to the pressure used;
  • Figure 41 represents the perspective view of mounting the male accessory on a section of the tire
  • Figure 42 represents the sequence of operation of the shield in C-C section, highlighting the sharp object being deformed
  • Figure 43 represents the sequence of operation of the shield in C-C section, with emphasis on a sharper, more rigid object such as a screw, where it is able to pass over without damage;
  • Figure 44 represents the industrial tape process, which can be shaped to the tire, and connected, making it possible to use stamping, cutting, polymer injection, PVC, EVA, expanded PVC, expanded PU, expanded rubber or even vulcanized rubber process, which can be assembled in a way independent, glued or welded to the inner tube or tire; or assembled as an independent part.
  • Figure 45 represents the perspective view, side view and A-A section of the tire with the parts that serve to ensure centralized shielding and correct assembly and balancing;
  • Figure 46 represents the side view, in H-H section, and in HB detail of the tire with thickness reduction and rounding of the shielding end;
  • Figure 47 represents the side view, in J-J section, and in JB detail of the tire with the protection of the shield ends by means of the over-injected or assembled part;
  • Figure 48 represents the side view and the K-K section, highlighting the M and N details that demonstrate the armor mounted to the bicycle tire;
  • Figure 49 represents the side view in section A-A and the top view of the open shield to adjust the way it leaves the mold, with a diameter greater than the diameter of the tire;
  • Figure 50 represents the fitting of the tire to the armor, highlighting the perfect circular shape, providing the damping
  • Figure 51 represents the behavior of the open shield when suffering an impact, highlighting the movement from the top to the bottom at the moment of impact and the proper geometry to avoid puncturing the air chamber or the tube;
  • Figure 52 represents the shield damping system in a central section
  • Figure 53 represents the flat edge shield damping system in a central section
  • Figure 54 represents that the same injection mold can be designed to manufacture one or more shields of similar sizes
  • Figure 55 represents the open armor applied to any rounded tires
  • Figure 56 represents an integral armor that to enter the tire are installed in factories, or when outside, they need a bending movement
  • Figure 57 represents a first fold in the center of the shield, and after this movement it receives a second fold so that it can reach the size and enter through the center of the tire;
  • Figure 58 represents the extrusion process, which uses thinner thicknesses, and in the process of exiting the profile from the mold, it is possible to make the profile form a coil;
  • Figure 59 represents the shielding process using the extrusion process with 2 turns around the tire
  • Figure 60 represents the shielding process using the 2-turn extrusion process, more especially demonstrates the extrusion profile and the flexible polymer accessory piece to be used in profiles thicker than 0.5mm in order to protect the air chamber ;
  • Figure 61 represents a spacer shield of hardness below Shore 80A with any thickness and with a thickness of less than 2mm between Shore 80A and 40D, manufactured from ground SBR and mixed with a binder glue; as well as other expandable thermoplastic and thermoset polymers.
  • Figure 62 represents the possibility of reinforcing the armor with internal ribs, in order to guarantee greater resistance to armor, especially when the tire is used without the inner tube;
  • Figure 63 represents more reinforcements allocated to the armor that can be partial or to the edge, generating more mechanical resistance to work even without tire air or air from the inner tube.
  • Figure 64 represents the possibility of the universal shield having markings of different sizes and being cut by the user
  • Figure 65 represents the cutouts or recesses that can be made in the round edge or flat edge shielding in order to increase its damping, with emphasis on the internal protection reinforcement;
  • Figure 66 represents the process of building an open shield, which allows more than one shield model or size to be manufactured with the same mold, with emphasis on the smaller shield on the left and greater on the right;
  • Figure 67 represents the process of building an open shield, highlighting the area of the insert that can be replaced to manufacture more than one model with different circumference lengths;
  • Figure 68 represents the process of building an open shield, highlighting the end of the two shields in the mold
  • Figure 69 represents the process of building an open shield, with emphasis on the insert that can be exchanged to exchange one or more models
  • Figure 70 represents an alternative that allows tires that use armor to work even without air for the most diverse types of automotive tires.
  • the term armored tire (1 ) is defined as the set formed by the inner surface of the tire, here called tire rubber (1 1 ), and by the armor (2) juxtaposed to the rubber of the tire (11 ).
  • the present invention discloses a shield (2) that is juxtaposed to tire rubber (11) of pneumatic tires, thus forming the armored tire assembly (1), shielding compound (2) and tire rubber (11 ).
  • Said shielding (2) is preferably made of thermoplastic or thermoset polymer with a Shore hardness between 40D and 100D, and can function as a spacer when using hardness below 40D to 20A.
  • Ribs are not mandatory, but their use can improve armor mechanics.
  • ribs (2RE) that provide better thermal insulation between the tire rubber (11) and the armor (2) creating a layer of air given the predominantly triangular relief of the rib ( 2RE) which has a thermal insulating effect, when the tire is in motion, it improves the performance of the armor (2) in relation to the friction generated by the movement of the tire with the ground, which naturally generates heat, and the heat reduces the Shore hardness of the armor. Therefore, through these ribs (2RE), there is a technical solution to reduce the thermal exchange of the tire rubber (11) with the armor (2). In addition, the ribs bring a more robust mechanics to crush nails.
  • the movement of the tire is a determining factor for the denting of a perforator object (12)
  • the shield (2) located on the inner part of the armored tire (1 ) has the ability to bend sharp objects and deform them, thus preserving , not only the inner tube (15) and the armored tire (1) with holes, but also eliminating possible piercing objects from the environment for other vehicles that do not have such technology.
  • Internal rigid mass is used, which allows savings in the use of canvas, fabrics, and vulcanized rubber in the construction of pneumatic tires.
  • the shield (2) has an internal rigid mass with a Shore hardness greater than 40D and allows for the use of the tire even when empty or with little air, preserving the characteristics of the tire with a certain autonomy, in cases of flat or airless operation.
  • the Shore scales are the scales provided for by the ASTM D2240-00 standard. methods of Shore testing are defined in ASTM D-2240; DIN 53 505; ISO 7619 Part 1 ; J IS K 6301 (The J IS standard is very similar to the ASTM 2240 standard) and Asker C-SRIS-0101.
  • the Shore A and Shore D scales are suitable for measuring the hardness of rubbers/elastomers and are also used for “soft” plastics such as polyolefins, fluoropolymers and vinyls.
  • the A scale is used for “soft or less hard” rubbers while the D scale is used for more “hard” rubbers and various other polymers such as PP, Nylon, ABS.
  • the created solution differs in that it tends to be rigid due to the Shore greater than the Tire Shore, but still has flexibility.
  • the shield (2) is a semi-flexible cylinder-shaped cover that, when placed inside a tire, inside the tire's rubber (11), provides two completely different behaviors.
  • the inner armor (2) has a hardness between 40D and 100D, and is neither completely rigid nor very flexible, and is juxtaposed with the tire rubber (11) or even slightly greater. , providing a small interference that, when installing the armor, the armored tire (1 ) can stretch slightly, in the same way that it is stretched when filled with air. It has a strong mechanical structure, capable of withstanding the weight of the vehicle, all weight being placed on the axle (14) and which could deform the armor cover (2) being suspended by the mechanical structure of the armored tire itself (1), so every “X” weight placed under the axle (14), there is a “Y” force that keeps the tire in its round shape, even if it is deflated or deflated.
  • the armor (2) maintains the structure of the circular tire, without being flattened.
  • the armor (2) is rigid and has little flexibility, so there is a pressure and back pressure between the armor (2) and the tire rubber (11).
  • the weight of the vehicle and gravity deforms the armor (2), and simultaneously the structure of the armored tire (1) prevents it from deforming, thus creating a resistance where the armor tries to deform and the tire's rubber and its fabrics prevent deformation, thus keeping the tire in the shape of the shield (2).
  • Figure 9 is a simulation of one of the damping processes of the armor, whether the tire is with air or without air, the armor deforms, thus demonstrating that even using more rigid polymers, with Shore 70D or 100D, it will still deform absorbing a little the impacts and vibrations.
  • Another simulation illustrated in Figure 9 is when the tire is out of air, tubeless, or flat. It demonstrates the region (ZZ) where the force accumulates in the shield (2). The fact that the armor is not flat, but with side flaps, gives it mechanical strength to support weight, simulating an air chamber.
  • the polymer As the polymer is flexible, it works together with the tire (1 1 ), that is, even when deflated and without internal air pressure, the polymer replaces the air chamber, creating pressure for the tire to continue running without being completely deflated. . Thus, with a weight falling on the axle (14) there is a force XX that is compensated by YY, which keeps the tire inflated (even without air inside it).
  • the armor (2) guarantees the support of the tire, and the factor that regulates the load capacity of the armor is the thickness and material of the armor. For example, 4mm thick armor made of PP material has a strength of 80kg to 100kg. Made of nylon with fiber and with the same 4mm, it has a resistance of 110kg to 150kg.
  • FIG 10 shows the same section B-B of Figure 9 followed by section E-E where you can see the fold (WW).
  • the fold creates a mechanical property in the armor (2) that allows it to have an excellent load capacity and memory effect, capable of simulating an inner tube, even with the tire without air.
  • the same wrinkle (WW) can occur in flat rim tires such as car tires (as shown in (WW2) in Figure 14), accompanying the tire construction to ensure better rolling capability, even without air.
  • the fold can be partial, protecting the tread more, it can be up to half of the side of the tire, protecting the sides of the tire a little more, or it can be total or semi-total, protecting the tire completely.
  • the greater the bend the greater the protection of the tire, however the harder it will be and may produce more vibration.
  • Figure 1 1 shows what happens to the armor (2) when the tire (1 ) comes into contact with a hole or rigid object (MAD) - the armor molds itself together with the tire.
  • the elements (222) and (222AM) are optional, while for vehicles that hold more load they are important to maintain the good functioning of the armor when the tire is flat or out of air. .
  • the element (222) may be necessary to avoid plastic deformation, keeping the shield always in its elastic deformation, that is, maintaining the deformation in which the forces acting on the body are removed, it returns to its original shape.
  • Figure 14 shows the same section D-D, but with the detail C on the side, the distance (222D) stands out, responsible for maintaining the deformation of the shield in its elastic moment; and the stop (222) being responsible for avoiding plastic deformation of the shield (2).
  • the element (222) is an accessory only, which does not prevent the shielding from working without it, in situations of excess weight and high impacts its use may be necessary.
  • the shield (2) can be thinner, since from 4mm it is already capable of bending most small piercing objects. So the stop (222) and (222AM) are items that enable a better control of the tire's load capacity, thus being able to increase the thickness of the armor less when used in case of heavy vehicles.
  • the fixing piece (2VU) is also highlighted in detail C of Figure 14, which is a vulcanizable layer to the tire (11), and which creates a tunnel in the tire separating the internal region that has air pressure from a new one. puncture-resistant armored layer.
  • This layer (2VU) shown in Figure 14 is formed as if it were a large patch where the central part is rubber or rubber with canvas, fabric; and the sides have alloy rubber, vulcanite, glue or vulcanizable materials to the tire. It can be continuous without seams, without division, or in parts, as long as it does not let air pass from inside the tire to the tube region.
  • Figures 23 and 24 show the element (SH) in the shield (2) and (2U).
  • the element (SH) is presented as a 40D to 40A Shore spacer, which must use shore below the tire hardness.
  • the same concept of over-injecting or using a part that copies the outer surface of the shield with a softer layer can be used to apply on the inner layer or on the full wrapping of the shield.
  • the damping regions between (1AB) and (7AB) may or may not use this softer surface, since this softer surface can interfere with the sliding of the shield. So that stops, guides and ribs can be used in the region (2AB), (4AB) and (6AB) to allow good sliding when these three regions are covered by (SH) b.
  • contour regions (13AB) and (5AB) can also be over-injected with material that is more flexible than the shield and the air chamber (15). These regions can also be protected with flexible material profiles, with rubber blankets, receive rubberized paint, liquid rubber bath, robotic or manual application of flexible materials.
  • a part such as a lid can also be fixed at (5AB), assuming the contour of (5AB) and preventing it from escaping. and.
  • a cap like (BO) can also be used on f profiles.
  • This part can have simple geometry or snap-in edges on the shield itself so that one person can install the shield without having to install the protective cover first or after. In a single movement, with the shield and the protective cover fixed to each other, it is possible to carry out the installation. j. Also, the same geometry of (2VU) without the side sticky edges, can be fixed on the inside of the shield (2) as a way to protect the shield of the air chamber.
  • the region (10AB) can be weakened at the moment of its opening, as it has 2 thinner regions at the top and bottom, as can be seen in the highlight of the region (RE) that starts at (E1) ) and ends in (E2).
  • Figure 19 demonstrates the damping system on one side, in section and on the other, blunt, to facilitate visualization.
  • Figure 20 it is possible to visualize the movement after damping.
  • the guides can be lateral or central, in high or low relief.
  • the male side of the guide can be on the indicated shield side (6AB) and the female side on the upper surface at (RE) or (2AB).
  • This shield cutout (2) that makes up the damping system has two functions. The first, as already explained, is to make the damping, the second is to be a universal model. Tires of the same category, for example, a 26 x 1.95 bicycle tire have internal dimensions that may vary between manufacturers. The element (6AB) is very thin between 0.3 and 1.5 mm ( Figure 52), to the point that does not generate irregularities in the diameter of the rubber. Item (6.1 ) may be very close to item (1 AB) or may be closer to item (3AB). This distance from the entire region (2) is the self-adjustment area, which makes the armor of a 26 x 1.95 tire in the example fit between the most varied models on the market. It doesn't quite fit for the 24 x 1.95 or 29 x 1.95 rim tire, this region allows several models of identical tires from different manufacturers to use the same part.
  • the profile system can be used as illustrated in Figures 58, 59 and 60.
  • coil format it is easy to adapt to the most diverse tire sizes on the market, and with the side flaps make the armor easier to install to the tyre.
  • the part (SH) can still be massive, or have mass reliefs, when it is very thick. It can still be whole in one piece, or it can be open, in the same way as the shield.
  • [240] May be on the upper surface of the shield, on the lower surface, or on both sides.
  • Figure 24 illustrates a shield with a damping system and vibration reduction through an inverted “U” that may or may not have a soft material (SH).
  • SH soft material
  • the layer (SH) can be split as shown in Figure 23 or it can be solid (without splits) overlapping the entire shield region as shown in Figure 24.
  • the fabrication process can be over injection, or it can be one piece additional part separate from the shield (2), injected in flexible elastomer, can use expanded SBR, Expanded PVC, Rubber, or even scraps of ground, glued and revulcanized SBR for some applications (a piece similar to the spacer in Figure 61 ). It is worth mentioning the function of SH is to absorb more impact, but with the differential of having a shield that, due to the inverted edges, brings more damping to the tire.
  • the layer (SH) works as a spacer, and can also, in bicycle tires, wheelchairs, wheelbarrows and lower speed vehicles work independently of the armor (2).
  • the shield (2U) in an inverted “U” shape is still possible to use without the layer (SH); in this sense, the contact between the rigid armor (2U) is smaller with the rubber, causing less vibration between the armor and the tire, as there is less area of contact between the rigid surface and the tread of the tire, as illustrated by the Figure 25.
  • (2U) has essentially an inverted “U” curve, and can have its bend, as shown in (WWW) and (WWW2) elongated along the entire side of the tire rubber (1 1 ), (2U) ) may have a border that accompanies the side the inner profile of the tire (1 1 ); it can occur up to the middle of the tire sidewall (1 1 ) or it can be full or semi-full.
  • Figure 26 demonstrates how the layer (2VU) can be built in one piece or in parts - (2VU) is responsible for sealing the tunnel, isolating the shield (2) from the internal air of the tire.
  • Figure 27 it is possible to visualize the tunnel (TU) formed by the layer (2VU) with the tire (1 1 ).
  • the shielding (2) is located in this tunnel, that is, the tunnel is an environment isolated from the internal air of the tire and thus, the tubeless pneumatic tire can use the shield without problems.
  • the part (2VU) can be vulcanized internally in a tire industry or even in a tire shop on new or used tires.
  • the part (2VU) can be an additional component to any tire, which comes with the armor.
  • Figure 31 illustrates how the internal model of the mold that sustains the internal pressure and allows the part (2VU) to be welded to the tire can work.
  • SF system of closed vulcanization
  • SA shows the open system
  • SL shows the release of the part by the angle of the jaws.
  • FIG. 29 demonstrates how the part (2VU) can be manufactured, which can be designed in a similar way to an automotive repair, where (BO) is the rubber layer (with canvas, fabric or rubber similar to an inner tube). ) and (AVU) is the adhesive and vulcanizing layer. (AVU) and (BO) are part of the same part and the illustration is intended to make the exploded view of the different materials of the same part clearer.
  • the extreme lateral region (AVU) is the region where alloy rubber, vulcanite, vulcanizing glue is applied as shown in Figure 30; the region that comes in contact with the air chamber or with the air indicated with (BO) can be made of common rubber, with or without fabric reinforcement.
  • the contact area of the glue is on the side of the tire in (AVU) and the entire region of (BO) can have layers of reinforcing fabric, tarpaulins and other materials already applied to tires, or be of common rubber, such as an air chamber, for less impact applications.
  • [255] (2VU) can be a pre-molded part, as illustrated in Figure 29, or sold in coil as alloy rubber and vulcanite, as if it were a large tire repair.
  • This part assembly process (2VU) can be done inside the tire factory or at the tire shop. Both processes allow the shield (2) to be disassembled after use and 100% recycled, when produced in thermoplastic material.
  • Figure 34 demonstrates a scaling system with 7 identical pieces, but obviously just to demonstrate the scaling system, which can be with more or less pieces.
  • the layered system can bring more flexibility to the armor, both for internal use in the tunnel (TU) with the part (2VU) and for use with glue, as well as for the vulcanization of these parts (2ES) in the tire (1 1 ). With these various seams, the tire generates several matching damping systems, which allows it to not be as hard as the system in Figure 33.
  • the dividing and joining lines of one layer of (2ES) with another layer of (2ES) can have a gap, distance from each other, or even have a V-fitting, allowing the shield to work.
  • Figure 35 demonstrates a way to generate an air curtain between the tire and the armor, improving the heat exchange between the tire and the armor and reducing the direct contact of the armor with the tire, once the groove design of the shielding can help with heat exchange, mechanical strength, the ease of bending a nail and even the damping of the shield, since in this case the contact area of the shield with the tire is smaller, so it may be less hard compared to the shielding smooth or with small grooves.
  • the accessory (2MF) is shown, which is an injected polymer with the purpose of insulating the tire rubber (11 ) with the shield (2), allowing the armored tire (1 ), even at higher speeds, do not heat the armor (2) to the point of causing it to soften.
  • (2MF) is a thin layer (0.3mm to 2mm) of a more rigid polymer with Shore 40D to 100D so that the armor can use a more flexible polymer, Shore 80A to 40D.
  • the set of thicknesses applied in (2MF) and in the tread of the shield (2) help that the technology has application in vehicles that generate more friction due to speed such as cars, motorcycles, bicycles, and at the same time do not have much vibration.
  • FIG 39 the male (2MA) and female (2FA) mating shield fitting (2MF) is mounted to the shield (2).
  • Figure 40 shows the male (2MA) and female (2FA) fitting when the tire is mounted, allowing a natural adjustment according to the pressure used in the tire.
  • Such an application is demonstrated in wheelbarrow tires, however the better the engineering polymer used, the greater the thermal and mechanical capacity the lower shore armor will have. This effect can be reproduced in other tires, such as bicycles, motorcycles, cars, among other agricultural vehicles.
  • the proposal is always to keep the shielding (2) in Shore D above 40D and (2MF), it helps to use softer polymers in the shield.
  • the shielding (2) for bicycles, motorcycles and cars and other vehicles needs a greater thickness as well as the use of additives that keep the polymer more stable even with the friction and movement of the car that produce heat and can change the hardness of the shield. These additives make even on days hot and with heavy use of the vehicle, the hardness of the armor remains between Shore 40D and 100D. By keeping the Dura or Extra Dura flexible rubber or polymer, the shielding function takes place.
  • Figure 42 highlights the operation of this new effect and this new technology, which aims to preserve the shielding (2) in Shore above 40D, even when subjected to the tire rotation at speed, it causes the new effect of crushing an object pointed (12). Regardless of the vehicle that uses the armor, when a flexible polymer of Shore above 40D is installed inside a pneumatic tire, it starts to have the characteristic of crushing a nail, for example.
  • the armor should be installed with a higher Shore D, such as 50D, 70D, 90D, 100D, according to the application and the tire's thermal needs. The more heat it produces, the softer the shield becomes, so more thickness and more for the engineering polymers segment it will be necessary to look for a technical solution for each application.
  • Figure 42 shows the other behavior of this solution. It is capable of crushing a sharp object (12) like a nail, that is, in known solutions, the object usually penetrates and remains intact. On the other hand, in the present invention the object penetrates and is bent and deformed, not allowing it to come into contact with the air chamber (15). The sharp object (12) penetrates the rubber of the tire (1 1 ), but when it hits the armor (2) instead of puncturing it, it is bent. Thus, it not only has the function of not puncturing the armored tire (1 ) hit, but also of eliminating the danger for other vehicles that do not have such technology.
  • the first is that there is a combination of 2 different hardnesses.
  • the tire rubber (1 1 ) normally has a hardness below Shore 50A to 80A, and the armor (2) has a hardness above Shore 40D, and in some cases it can be used between 80A and 40D for armoring of some polymers with thicknesses above 2mm .
  • Figure 43 demonstrates a new process, for some more rigid objects such as thicker and structured screws, and interestingly for small nails (less than 10mm in length), the shield is also capable of preventing puncture.
  • the details in Figure 43 follow, which demonstrates another situation for more rigid objects where the tire with the armor is able to literally go over a screw, without damaging the screw and without emptying the air from the tire.
  • the armor deforms and, as it has space to deform in the region of the air chamber, it occupies the region of the air chamber until it completes the passage through the piercing object, protecting the air chamber, or protecting the tunnel in the tubeless tire case.
  • the armoring effect of pneumatic tires can be done through 2 different hardnesses.
  • the rubber of the wheelbarrow tire (11) has a hardness Shore 75A and the armor (2) of the tire has a hardness above Shore 40D.
  • a thermosetting or thermoplastic material used in the armor (2) with a hardness greater than 40D inside the armored tire (1 ) tends to cause the effect of the armoring, that is, the ability to crush a nail.
  • these other vehicles preferably use above Shore 60D in the shielding because they need more thermal resistance.
  • the present invention can form a rigid mass with the same shape as the inner part of the tire (or even with a small interference in some cases) simulates the tire with air, stretching it and keeping it in a more stable position.
  • the armor (2) also allows the use of the armored tire (1 ) without it becoming flat, for a certain period of time even when there is no air or when the inner tube is deflated, preserving its characteristics. mechanics and operation.
  • This armoring technology (2) by means of different hardnesses, a lower one on the tire and a higher one on the inner armor, is used in pneumatic tires with an inner tube.
  • Figure 44 illustrates a shield or spacer that can be made of sheet metal and molded to a tire. It also illustrates that a Shore A blanket between 80A and 20A can be installed between the inner face of the shield and the air chamber, or between the inner face of the shield and 2VU. It can have fittings as shown in the illustration or it can be smooth without fitting just overlapping the protective edges in order to protect the direct contact of the shield of superior hardness, moving the shield away from the air chamber or from (2VU). It may also have fittings to fix the part to the shield, allowing better handling of the shield mounted with the spacer.
  • the shield (2) does not puncture the air chamber when it is impacted, that is, it makes the air chamber (15) not puncture by the pressure of the rim (16) when receiving a strong shock in a hard region such as curbs or stones, providing protection, as it does not allow the tire to go down to the point of crushing the inner tube. When receiving the same impact, the tire deforms much less. Unlike the process used by Tannus that protects the edge of the rim, in the case of this technology it is not necessary, since the shielding prevents the tire from lowering, as in a runflat tire.
  • Another differential of the armor (2) is that it allows a wheelbarrow, for example, to be used without air or with the tire practically flat. As it is a rigid core, it allows the use of the cart without the armored tire (1 ) being completely lowered due to lack of air. The same can occur with tires for cars and motorcycles, and other vehicles as already demonstrated. Industrial process
  • the industrial process of the armor (2) can be done in the following ways: a) Injection of the armor (2) in a cylindrical shape using the armor as a separate part and accessory to the tire, transforming it into an armored tire (1 ) ; b) Rubber Vulcanization of Armor (2); c) Shielding (2) in EVA; d) Shielding (2) in expanded PU; e) Armor (2) in expanded rubber with leftover recycled material or virgin resin; f) Shielding (2) in expanded PVC; g) Rotational molding or thermoforming for large tires; h) Machining, shaping; i) Molds of resin and fiberglass, kevlar, carbon.
  • Stamping of the armor in a vulcanizable strip ( Figure 44) welded to the tire by the vulcanization process or independently mounted to the tire; ç. Vulcanized rubber welded directly to the tire; d. EVE; and. expanded PU; f. Expanded rubber; g. expanded PVC; H. Extrusion of the armor in a vulcanizable strip ( Figure 44), and welded to the tire by the vulcanization process or assembled independently; i. Molding of the shield in a cylindrical shape for subsequent welding process by vulcanization; j. Gluing the strip ( Figure 44) on a tire using a chemical alloy of glue suitable for tires. a) by mechanical connection; b) by means of glue; c) by the process of vulcanization of the shield directly in the air chamber.
  • This process can be done for both round rim tires and flat rim tires such as car tires.
  • the armor balancing system during the assembly process can be injected together with the armor or it can be a separate part that is used during the assembly process in order to guarantee the tire balance.
  • the armor is very tight, normally even a little bigger than the pneumatic tire, it enters under pressure in the tire, causing the tire to expand.
  • the shield (2) can be unbalanced, so these parts (1 B) serve to ensure that the shield is always well centered and the assembler can have a correct reference if the assembly was well done. This assembly can be done either in factory production or by a regular user.
  • the part (1 B) can be injected together with the shield (2) or it can be a single part used only as an assembly template.
  • the shields can also be assembled by automated process with robots or jigs that allow a perfect balance in the tire.
  • section (HB) shows the system developed so that the shield (2) does not puncture the inner tube (15) with the impact and with the tire working, with the edge more Shore rigid over 40D the shield could 'bite' the air chamber in a stronger impact to pierce it, with the reduction of thickness, the edge becomes more flexible, preventing this eventual 'bite' from occurring.
  • the function (1 AF) is a rounding of the end of the shield (2) which is functional, since this process makes the ends of the shield always more flexible, because when the tire suffers an impact ( as can be seen in Figure 48), if the shield end is rigid as it is in the tread region, the shield edge could tear the air chamber (15).
  • the protection of the ends of the shielding system can also happen by an over-injected part (3AF) or even a profile or part independent of the injected shielding more flexible with the intended to protect the hard edge with Shore 40D to 100D of the shield.
  • the part (3AF) is a system that uses Shore 80A to 20A and protects the shield (2) from puncturing the air chamber (15) or (2VU), especially when there are impacts.
  • FIG. 48 demonstrates the application of armor to a bicycle tire.
  • the armoring is made of thermoset material, and vulcanized next to the tire, this problem does not exist, since vulcanization welds the ends of the armor to the tire. Therefore, armor systems vulcanized next to the tire can be used with and without an inner tube. So even if an inner tube is used in these systems, there is no need to protect the end of the shield as it is already welded to the tire.
  • the diameter of the 3.25x8 wheelbarrow tire for example, varies on average by 40mm between manufacturers - ranging from 350 to 390mm in diameter and 80 to 85mm in thickness.
  • the real diameter of the armor is 410mm, but as there is a radius very similar to that of the tire, this difference from 410mm to 350mm helps the armor to make a force to keep the tire always full, since it enters larger than the diameter of the tire, in addition to allowing more than one shield to occupy the same mold. This goes for shields of any type of vehicle, whether flat edge or round edge.
  • the curve in (5AB) means that there is no dry edge that comes into contact with the air chamber or with (2VU), thus avoiding puncturing the air chamber (or the tube) either by the edge or by mold burrs.
  • the adjustment system (6AB) is a thin surface that slides over (2AB) so that the armor can protect the same category of tire with the dimensional tolerances of different manufacturers. The finer it is (6AB) the better the finish with the tire fitted, to avoid irregularities in the tire.
  • This chamfer (1 AB) can be replaced by a through cut in the polymer in order to generate a spring effect allowing the polymer itself to adjust to the correct position according to the tire pressure.
  • the region (5AB) and (6AB) can be replaced by flexible polymers that can be compressed and occupy their space according to the tire pressure. So these geometries are optional, and may not exist on some tire configurations.
  • the region (1AB) and (2AB) can have the shape of the tire contour, without the recess promoted by (6AB). Thus, it is possible to eliminate (6AB) in some tires.
  • the part (6AB) has a long area to go through, between (8.2) and (3AB), being the region you can go through to adjust the armor to the tire size, that is, the smaller the tire diameter, the more the edge of (6.1 ) will approach (8.2); the larger the tire, the closer the edge of (6.1 ) will be to (3AB). In this way, this small armor thickness in (6AB) ensures that the tire can have an adjustment adapting to the tolerances and designs of various manufacturers on the market.
  • (9AB) and (10AB) have a symmetry function. Since the armor pattern is to guarantee in addition to the armor a certain damping, preventing the tire from getting a dry hit. So the shield works perfectly when (6.1 ) meets (8.2); however, there is an improvement in terms of comfort when (6.1 ) is at (9.2), as this distance from the edge allows the shield to be damped.
  • Figure 52 shows what the shield would look like at position zero, that is, when (6.1 ) leaves the original position at (9.20 it reaches the limit at position
  • Figure 51 shows when a strong impact hits the shield, mainly in the splice region. It is possible to observe the original position of (5AB) in the illustration above, and just below it is possible to see what happens with the movement demonstrating (5.1 ) (5.2) and (5.3) already at the bottom pushing the air chamber (15 ) or (2VU) without the contact of a rough edge that could damage these more delicate regions. So even if Shore 90D to 100D is used in the shielding, it is possible to use this system to prevent holes.
  • Figure 52 shows the items already exemplified in perspective, highlighting the part that fits the shield in a central section for a better understanding of the operation.
  • the item (13AB) is also highlighted, which is the mold division line - that is, with this new construction, with the line (13AB) on the side of the part, the possible cutting area and possible production burrs are always to the side of the tire, thus protecting the inner tube (15) and (2VU).
  • the region (14AB) it was formed if a step, where it is possible to use the area for description of the product as well as for the use of the brand of the company that will commercialize the product.
  • Figure 53 does the same demonstration as Figure 52, but on a flat-edge tire shield.
  • the shield adjustment differentials comparing the dimensional differences within the same model have been presented.
  • a 3.25 x 8 wheelbarrow tire has dimensional differences depending on the brand that sells it, in the same way that a 26 x 1.75 bicycle tire is not identical when comparing the most diverse brands on the market .
  • the injection mold can be customized to suit more than one model when using inserts.
  • a 3.25 x 8 and 3.50 x 8 tire that uses the same mold, but the same could also be done with a bicycle tire rim 26 x 1.95 and rim 24 x 1.95 and rim 29 x 1 .95. That is, it is possible to use inserts in the mold with the shield with a larger diameter to accommodate more than one shield in the same mold.
  • item (15AB) has the same format as item (6AB), in the same way that item (16AB) has the same format as item (7AB). This is so that the armor can be manufactured using the same injection mold in two different tire models. That is, in this specific case, item (6AB) is the end of the 3.25 x 8 tire; the item (15AB) is the end of the 3x50x8 model.
  • Figure 55 demonstrates how the shield is open after leaving the mold, it only goes to the position shown in Figure 52 after it is installed on the tire.
  • the same solution detailed here for wheelbarrow tires can be applied to any inner tube tire - be it bicycles, agricultural vehicles, motorcycles, wheelchairs and more; and tubeless using the tunnel system with (2VU).
  • This type of shield in Figure 55 which can have a cutout, facilitates the fitting inside the tire, as the placement starts at (6.1 ) and the installer rotates the shield or the tire in a spiral movement until (5.2) get inside the tire.
  • Already full shields to enter the tire need to be installed at the tire factory, or when outside the factory, they need a special movement, as shown in Figure 56 and 57.
  • the circular piece receives a bend in the center, and after this movement it receives a second bend, shown in Figure 57.
  • the shielding remains with its elastic deformation, the one in which the efforts acting on the body are removed, it returns to its original shape, without plastic deformation.
  • This two movements it is possible to include the armor inside the tire.
  • This type of installation is ideal to be done in a factory with the part still hot, but for some types of tires and materials applied to the shielding, it is possible to use the process shown in Figures 56 and 57.
  • Figure 58 shows the extrusion process, where it is possible to use thinner thicknesses, and in the process of exiting the mold profile, it is possible to make the profile form a coil.
  • Profiles with thicknesses from 0.3mm to 1mm for example (but not limited to this thickness) generate less vibration in some vehicles, so 3 turns of a 0.5mm profile can be installed forming a protection of 1.5mm, which is already enough to protect small objects. The more turns you make, the more the thickness increases and the better the shielding.
  • the fact that the profile is already concave in a “U” creates a new effect, for example when compared to the PU tape used to protect against bicycle punctures.
  • This format helps installation as it tends to get stuck in the tire after fitting, unlike tape which is soft and tends to fall off.
  • Another differential is that it can be thin and with Shore 40D, 70D, 90D, harder and more resistant than the PU tape that has Shore 30D.
  • Figures 59 and 60 show the shielding process using the extrusion process with 2 turns, however this process is possible to use 1 complete turn or more, according to the degree of protection that the user wants to protect your tire. In addition to rolling and turning the tire more than once, it is possible to install several segments around the tire, which also guarantees good shielding to some small metals.
  • Figure 60 shows the extrusion profile (PE) and a flexible polymer accessory (PO) to be used in profiles thicker than 0.5mm in order to protect the air chamber. As this process can also be used to protect large format tires.
  • Figure 61 shows a spacer shield with hardness below Shore 80A with any thickness and with a thickness of less than 2mm between Shore 80A and 40D, manufactured from ground SBR and mixed with a binder glue; as well as other expandable thermoplastic and thermoset polymers.
  • Figure 62 demonstrates the possibility of reinforcing the armor (2) with internal ribs (2NC), in order to guarantee greater resistance to armor, especially when the tire is used without the inner tube.
  • Figure 63 demonstrates more reinforcements (2NC2) allocated to the shield (2) which can be partial or even to the edge, so the shield has even more mechanical strength to work even without tire air or air from the inner tube. air.
  • Figure 64 demonstrates that it is possible to include shield cutout zones so that it can be made larger, covering a greater number of models on the market, or even the Model 1, Model 2, Model 3 markings can be used to include brands from different manufacturers or markings of different shield sizes in a universal shield.
  • Figures 66, 67, 68 and 69 demonstrate technically two new effects in the construction process of an open shield.
  • Figure 66 shows the shield (325), which is the smaller shield on the left, and the shield (350), than the larger shield on the right.
  • Figure 67 it is possible to see the indication of the dotted circumference (C2B).
  • C2B is the circumference length used in the shield. However (C2B) is longer than the length of the inner circumference of the tire (1 1 ) on both the model (325) and the tire (350).
  • Figures 68 and 69 further demonstrate an injection mold technology different from the collapsible jaw system already popularly known for manufacturing parts with large negatives.
  • the differential of the element is that it guarantees the operation of the tire without air for the entire life of the tire, as it supports the tire and guarantees cushioning against impacts, and the main thing is that it allows the user to use the your rim, without the need to replace the rim the car already uses.
  • 222AM The differential of the element
  • (222AM) can be welded to (2VU) and be a little longer without touching the rim, almost touching the rim or touching the rim with pressure, being part of the tire, and thus facilitating the your installation.
  • (222) and (222AM) can be the same flexible piece fixed to the rim, in order to generate more damping to the tire.
  • This new geometry formed by the union of (222) and (222AM) in a single piece can be manufactured in the same thermoset material, in a single piece, vulcanized in (2VU) or vulcanized in the armor that is vulcanized in the tire rubber (1 1 ) .
  • (222) and (222AM) can use polyurethane as the shock absorbers of twee/Michelin tires, or other engineering polymers benefited or not with 0.1% to 30% graphene, as long as they have a Shore hardness between 60A at 99D. Thus, they can fill the entire interior of the tire, taking the place of air.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention relève du secteur des pneumatiques et concerne, plus particulièrement, un système de niveaux de blindage pour protection de pneumatiques empêchant les objets pointus de trouer la chambre à air ou, dans le cas de pneus sans chambre à air, empêchant les objets pointus de vider l'air du pneumatique, ce système pouvant s'appliquer à pratiquement tous les types de pneumatiques. Selon l'invention, l'objet perforant, lorsqu'il entre en contact avec la bande de roulement, est tordu et déformé, de sorte qu'il ne peut pas entrer en contact avec la chambre à air ou avec l'air dans le cas de pneus sans chambre à air. L'objet perforant pénètre le caoutchouc du pneumatique, mais lorsqu'il atteint le blindage, plutôt que de le trouer ou le déformer, il est tordu du fait du rapport de duretés entre le blindage et la bande de roulement, en plus du mouvement de la roue.
PCT/BR2021/050477 2020-10-30 2021-10-29 Blindage anti-trous pour pneumatiques WO2022087705A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
MX2023005118A MX2023005118A (es) 2020-10-30 2021-10-29 Escudo antipinchazos para neumaticos.
EP21884189.8A EP4253097A1 (fr) 2020-10-30 2021-10-29 Blindage anti-trous pour pneumatiques

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BR102020022231A BR102020022231A2 (pt) 2020-10-30 2020-10-30 Blindagem anti furos para pneus pneumáticos
BRBR102020022231-7 2020-10-30

Publications (1)

Publication Number Publication Date
WO2022087705A1 true WO2022087705A1 (fr) 2022-05-05

Family

ID=81381441

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/BR2021/050477 WO2022087705A1 (fr) 2020-10-30 2021-10-29 Blindage anti-trous pour pneumatiques

Country Status (4)

Country Link
EP (1) EP4253097A1 (fr)
BR (1) BR102020022231A2 (fr)
MX (1) MX2023005118A (fr)
WO (1) WO2022087705A1 (fr)

Citations (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3982577A (en) 1973-04-16 1976-09-28 Mr. Tuffy Co. Tube guard
US4064922A (en) 1975-03-12 1977-12-27 Uniroyal, Inc. Puncture sealing composition and tire
GB2024118A (en) 1978-07-03 1980-01-09 Coin B O A puncture resistant pneumatic tyre
US5679184A (en) 1995-05-05 1997-10-21 Hosking; Christopher J. Pneumatic mountain bicycle or motorcycle tire having an inner tube compression puncture prevention device
US5785779A (en) 1997-02-18 1998-07-28 L. H. Thomson Company, Inc. Protective tire liner for a bicycle and related methods
US5795416A (en) 1996-08-02 1998-08-18 Michelin Recherche Et Technique Run-flat tire having partial carcass layers
FR2868989A1 (fr) 2004-04-16 2005-10-21 Marc Aime Georges Robert Pneu complet flancs exterieurs a couronne circulaire, semelle interne anti-crevaison, couronne/butee sur jante
FR2879504A1 (fr) 2004-12-21 2006-06-23 Eric Benamo Dispositif permettant d'empecher les crevaisons des pneumatiques
US20060151082A1 (en) 2005-01-07 2006-07-13 Elias De Los Santos Self-sealing puncture proof tire
WO2007035076A1 (fr) 2005-09-23 2007-03-29 Ignacio Alvarado Escalante Procede de fabrication de chambres solides flexibles pour jantes et produits obtenus
WO2009078041A1 (fr) 2007-12-14 2009-06-25 Michele De Carlo Pneu avec bande anti-crevaison
US20100032069A1 (en) 2005-10-17 2010-02-11 Mueller Ralf Puncture-proof tyre
BRPI0712143A2 (pt) * 2006-05-30 2012-01-24 Boulain Robert Georges P recinto flexìvel anti-perfuração
US8573271B2 (en) 2007-06-28 2013-11-05 Compagnie Generale des Etablisements Michelin Tyre with self-sealing layer
US8959990B2 (en) 2011-01-25 2015-02-24 Bayerische Motoren Werke Aktiengesellschaft Arrangement of a tire pressure sensor unit
US20160303909A1 (en) 2016-05-16 2016-10-20 Dave Wang Safety tire having compartments
EP3450208A1 (fr) 2017-07-11 2019-03-06 Shandong Fengyuan Tire Manufacturing Co., Ltd. Pneu de sécurité capable d'empêcher quatre types de risques pour la sécurité
WO2019133009A1 (fr) 2017-12-30 2019-07-04 Compagnie Generale Des Etablissements Michelin Pneu à performance de résistance au roulement améliorée
US20190344626A1 (en) 2018-05-14 2019-11-14 Young Gi Lee Tire structure and combining structure thereof

Patent Citations (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3982577A (en) 1973-04-16 1976-09-28 Mr. Tuffy Co. Tube guard
US4064922A (en) 1975-03-12 1977-12-27 Uniroyal, Inc. Puncture sealing composition and tire
GB2024118A (en) 1978-07-03 1980-01-09 Coin B O A puncture resistant pneumatic tyre
US5679184A (en) 1995-05-05 1997-10-21 Hosking; Christopher J. Pneumatic mountain bicycle or motorcycle tire having an inner tube compression puncture prevention device
US5795416A (en) 1996-08-02 1998-08-18 Michelin Recherche Et Technique Run-flat tire having partial carcass layers
US5785779A (en) 1997-02-18 1998-07-28 L. H. Thomson Company, Inc. Protective tire liner for a bicycle and related methods
FR2868989A1 (fr) 2004-04-16 2005-10-21 Marc Aime Georges Robert Pneu complet flancs exterieurs a couronne circulaire, semelle interne anti-crevaison, couronne/butee sur jante
FR2879504A1 (fr) 2004-12-21 2006-06-23 Eric Benamo Dispositif permettant d'empecher les crevaisons des pneumatiques
US20060151082A1 (en) 2005-01-07 2006-07-13 Elias De Los Santos Self-sealing puncture proof tire
WO2007035076A1 (fr) 2005-09-23 2007-03-29 Ignacio Alvarado Escalante Procede de fabrication de chambres solides flexibles pour jantes et produits obtenus
US20100032069A1 (en) 2005-10-17 2010-02-11 Mueller Ralf Puncture-proof tyre
BRPI0712143A2 (pt) * 2006-05-30 2012-01-24 Boulain Robert Georges P recinto flexìvel anti-perfuração
US8573271B2 (en) 2007-06-28 2013-11-05 Compagnie Generale des Etablisements Michelin Tyre with self-sealing layer
WO2009078041A1 (fr) 2007-12-14 2009-06-25 Michele De Carlo Pneu avec bande anti-crevaison
US8959990B2 (en) 2011-01-25 2015-02-24 Bayerische Motoren Werke Aktiengesellschaft Arrangement of a tire pressure sensor unit
US20160303909A1 (en) 2016-05-16 2016-10-20 Dave Wang Safety tire having compartments
EP3450208A1 (fr) 2017-07-11 2019-03-06 Shandong Fengyuan Tire Manufacturing Co., Ltd. Pneu de sécurité capable d'empêcher quatre types de risques pour la sécurité
WO2019133009A1 (fr) 2017-12-30 2019-07-04 Compagnie Generale Des Etablissements Michelin Pneu à performance de résistance au roulement améliorée
US20190344626A1 (en) 2018-05-14 2019-11-14 Young Gi Lee Tire structure and combining structure thereof

Also Published As

Publication number Publication date
MX2023005118A (es) 2023-05-24
BR102020022231A2 (pt) 2022-05-17
EP4253097A1 (fr) 2023-10-04

Similar Documents

Publication Publication Date Title
EP2658733B1 (fr) Pneu semi-pneumatique (pneu "intire")
KR101252035B1 (ko) 비공기입 휠 일체형 타이어 및 그 제조방법
US435995A (en) John boyd dunlop
CA1067807A (fr) Pneu de bicyclette
US20050202193A1 (en) Ball for use in a tire assembly
KR20150129140A (ko) 트레드 교체형 비공기압 타이어
US10384488B2 (en) Multiple layer foam insert for tires
WO2022087705A1 (fr) Blindage anti-trous pour pneumatiques
JP6616428B2 (ja) ２チャンバタイヤ空気圧調整システム
BR102021021807A2 (pt) Blindagem antifuros para pneus pneumáticos
US20030024622A1 (en) Anisotropic homogeneous elastomeric closed torus tire design & method of manufacture
US10696095B2 (en) Foam tire flap for low pressure applications
JP3445751B2 (ja) タイヤとリムの組立体
EP2516144B1 (fr) Ensemble pneumatique pour motocyclette tout terrain
KR101043269B1 (ko) 이중구조를 구비한 타이어 휠 및 그 부착방법
GB2582626A (en) Improvements in and relating to tyres
US705176A (en) Vehicle-wheel.
US634866A (en) Method of manufacturing cellular tires.
US1070183A (en) Elastic tire for vehicles.
CA2351826A1 (fr) Pneus
US503660A (en) Thomas dunn glen
US467502A (en) Pneumatic tire for bicycles
EP3489034A1 (fr) Boîtier tubulaire pour roue de bicyclette et roue de bicyclette
US804772A (en) Vehicle-tire.
WO2019212489A1 (fr) Insert multiélément en mousse destiné à des pneumatiques

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21884189

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
NENP Non-entry into the national phase

Ref country code: DE

ENP Entry into the national phase

Ref document number: 2021884189

Country of ref document: EP

Effective date: 20230530